Soren robertson



(No Model.)

vsRGBERTsolv.

GAR' GOUBLING.

vNo.- 443,921. Patented Deo. 30, 1890.

UNITED STATES PATENT OFFICE.

- SOREN ROBERTSON, OF CLEVELAND, OHIO, ASSIGNOR OF ONE-HALF TO AZARIAH EVERETT, lOF SAME PLACE.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 443,921, dated December 30, 1890.

Application filed September 5 1890. Serial No. 364,011. (No model.)

To all whom t may concern:

Be it known that I, SoEEN ROBERTSON, a citizen of the United States, residing at Cleveland, in the county of Cuyahoga and State of Ohio, have invented certain new and useful Improvements in Car-Couplers; and I do hereby declare that the following is a full, clear, and exact description of the invention, which will enable others skilled in the art to which it appertains to make and use thesame.

My invention relates to car-couplings, and may be used in coupling cars of all kinds, but is more especially designed as a coupling for Street-cars.

The invention consists of aA sectional coupler, in which each section is a duplicate of the other and adapted to be used on reverse ends of the car, substantially as shown and described, and particularly pointed out in the claims.

In the accompanying drawings, Figure 1 is a side elevation of the two sections of the couplings shown as they appear when united, the section at the left hand being broken away in the body to get the same Within the limits of the drawings. Fig. 2 is an enlarged'longitudinal section of the central portion of the coupling, showing the relation 4and position of the parts when united, the locking-sleeve at the right being in position to release the bolt, the bolt being unlocked while the sleeve is in that position. Fig. 3 is an end view of one of the sections, showing the sleeve in the same position as the sleeve at *the right in Fig. 2, which has just been described. Fig. -1 is a detail of one of the locking-bolts. Fig. 5 is a detail of the inner end of one of the coupling-sections, showing the head thereon and the slot at the side of the bottom. Fig. 6 is a longitudinal section of one of the reliefsprings and the box and mechanism connected therewith, as hereinafter described. Fig. 7 is a plan view of the box containing the reliefspring through which the coupling is fastened to the car.

The coupling device here shown and described is made, preferably, about three feet long in each section, or, say, six feet total length, and isdesigned to be attached to the car-truck instead4 of the car-body. It may of `course be made shorter and connected only `with the car-body, but this is not a desirable way of connecting. Two prime objects were had in view in the construction of this coupling and are obtained therefrom-viz., readiness and simplicity in coupling and uncoupling and the production of `a perfect union when coupling has been effected, and, secondly, spring-relief mechanism, whereby the sudden jars in starting and stopping the cars are taken off the trail-car. These results are accomplished by the construction shown, which consists of two duplicate sections A and B, which are alike in every particular, so that a description of one answers also as a description of the other. VThus we have first a tubular bar 10, of suitable length and provided with a longitudinal slot l1, which in operation vpreferably is on the bottom of the bar, and a head having two heavy annular rings 12 and 13, integral with the bar and having such strength as makes them sufficient to take the strain of the coupling. The rings 12 and 13, which form the head of the bar, extend around substantially to the slot 11 on either side. Theserings are placed a suitable distance apart, and the intervening space is occupied bythe locking-sleeve 14. rIhis sleeve is made with two sections connected at the center by screws fastened through the ears 15, so that they are removable when occasion requires. This sleeve is provided on one side with a U- shaped extension 16, and upon the opposite side with a weight 17, and is free to turn upon its bearing, so that when in use the weight will by its own gravity drop to the bottom and thus lock the bolt when in that position. A bolt 18 is placed in the tube or bar 10, and has such length that when it is projected, as in locking position, one-half the bolt will rest in each section of the coupling, so as to make practically a rigid coupling or one that will not sag and rattle, and at the same time leave the coupling free to bespeedilyand easily coupled or uncoupled. The bolt slides back and forth Within certain limits in the tube in which it is supported, and has two lockingcatches 19 and 20. The catch 19 has such depth that it will not pass through the U- shaped portion 16 of the locking-sleeve when IOO the same is turned opposite the slot il, as seen in Fig. 3; but when in this position the catch 2O is designed to pass through said sleeve and loop and into position to be engaged by the lockinwsleeve ll of the opposite section. Thus, referring to Fig. 2, it will be seen that the catch or lug 10 has such depth outside of the tube that it cannot pass through the U-shaped opening 1G; but the bolt in the left-hand section of the coupling that has been projected through into the right-hand coupling andthe catch orlug 20 is in position to be locked when the locking-sleeve 14 turns on its axis and the weight 17 comes to the bottom. Then coupling is eiteeted and the two sections are united for operation. Both sections, as before stated, are made exactly alike, so that if the bolt shown in Fig. 2 were withdrawn, as is the bolt in the right-hand section in Fig. l, the bolt in said right-hand section could be projected into the left-hand section and the parts would be locked together there just the same as they would be as shown in Fig. 2. This projection is made so that cars made be coupled at opposite ends with equal facility without reversing the car. lVhen two members are brought together, it is immaterial which bolt is used-it maybe the bolt of one section or the bolt of the opposite section, and thus also an idle-bolt is provided for use in ease of the lncakage of the other bolt.

Intermediate of the catches 1Q and :20 is a T-shaped rib 2l, which serves as a guide and also to strengthen thc joint at the intersection of the two coupling-bars- At the opposite end cach couplingdmr is connected by a universal joint 2:2 with a box 23, by which it is fastened to the car. This box contains a relief-spring 24, designed to take the jar of the motoucar off the tra.il-car, and for this reason is adapted to operate both ways. To this end the shank or stein 25 of the outer section of the universal joint extends through said box and is l'ree to slide back and forth therein within fixed limits subject to the tension of the spring 2t. Thus the said shank is angular at its inner portion where it passes into the head ot the box, (marked 26,) which serves to keep the parts in their proper relation to one another, while at the saine time the shank may move a short distance in the head when occasion requires and relieve a sudden start or jar. The remaining portion of the shank is round and extends through the spring 2l., a sliding sleeve 27 at the opposite end of the box, outside of which is a nut 2S,bearing on the sleeve and serving to secure the end of the shank. It will be seen by a coupling thus constructed and united that the two cars are positively and closely con neeted and without such play as ordinary couplers, and through which the rear car is constantly jerked back and forth to the great discointiture ot' the passengers. This coupling is in a sense rigid, so far as slack is concerned; but by reason of the univcrsal joints it has all the freedom of play required to give each car its independent movement without communicating the same tothe other car. Furthermore, if the motor be started suddenly, the jar to the trail-caris broken by the springs at the opposite ends of the coupling, which will yield sufficiently to take the jar of the trail-car. The same thing will occur it' the car be suddenly stopped; but the spring is designed to be strong and firm and not to yield more than is necessary for these special relief purposes. Otherwise it is equal to the strain that comes on the coupling, which it can take without being endangered.

lVhen the coupling is in use, the respective weights of the sleeves ll will be down, as seen in Fig. l. This brings the U-shaped portieri 01"; the sleeve opposite the slot and opposite the catches l) and 20, so that the coupling is locked without any danger of becoming unlocked in any ordinary movements of the car. Then to uncouple it is necessary simply to turn the sleeve with the Weight directly on top, as seen at thc right in Fig. 2, when the bolt 1S is free to slide back into its socket and uncoupling is eti'ected. This is the work ot but a moment, as is also the coupling of the parts.

I'Iaving thus described my invention, what I claim as new, and desire to secure by Lctters Patent, is-

il. A car-coupler having a separate coupling-section 'for each carand a rotary lock on each section to engage the couplingbolt,and a couplingbolt in one section adapted to extend into the othcrsection and provided with lugs engaged by said rotary locks, substantially as described.

In car-conplers, a tubular coupling-sed tion having a head and a sleeve on the head adapted to turn thereon and provided with a depression at one side for the passage of a locking-lug, and a bolt in the section having two locking-lugs near its center, substantiall y as described.

The tubular sectional coupling having a slot along one side, a bolt in the coupling having locking-lugs outside the said slot, and a sleeve on the head ot the section to engage said lugs and provided with a weight at one side, substantially as described.

l. In a car-coupler, the tubular slotted couplingsections provided with locking-sleeves, and an independent bolt provided with the lugs lt) and l0 outside ot said coupling-sections engaged by said slecves, substantially as described. y

5. A car-coupling consisting ot two equal sections locked together, each section having a universal joint at its outer end, and a bok through which the sections are secured to the car, said box provided with reliefsprings. substantially as described. v Y

(i. The coupling herein described, consisting of two sections, each provided with a lock` ing-bolt and a rotary sleeve on its head to en- IOO ITO

gage the bo1t,in combination with a universal tween said rings and a boit engaged by said joint at the outer end of each section, and a sleeve, substantially as described. [o box provided With a relief-spring outside the fitness my hand to the foregoing specilinniversal joint, substantially as described, cation this 21st day of August, 1890.

7. The tubular coupling-section having a *n SOREN ROBERTSON. slot extending lengthwise to its outer end and Witnesses: provided with rings l2 and 13 at said end, in H. T. FISHER,

combination with a loose locking-sleeve be- NELLIE L. MCLANE. 

